Ignition apparatus and system and method of spark control.



, I R. VARLEY. IGNITION APPARATUS AND SYSTEM AND METHOD OF SPARK CONTROL. APPLICATION FILED DEC. 23, 1913.

1,149,798. Patented Aug. 10, 1915. s SHEETSSHEET I.

WITNESSES INVENTOR R. VARLEY. IGNIIION APPARATUS ANDYSYSTEM AND METHOD OF SPARK CONTROL.

APPLICATION FILED-DEC. 23, 193- 1,149,798. Patented Aug. 10, 1915.

5 snms-supsr 2- INVVENT wrmzssss R. VARLEY. IGNITION APPARATUS AND SYSTEM AND METHOD OF SPARK CONTROL. APPLICATION FILED 0:023, 1913.

1,149,798. Patented Aug. 10, 1915.

5 SHEETS-SHEET 3- WITNESSES INVENTOFI MOW j I 11 R. VARLEY.

IGNITION APPARATUS AND SYSTEM AND METHOD OF SPARK CONTROL.-

APPLICATION FILED DEC.23| I913- .1 ,1 49,798. Patented Aug. 10, 191 5.

5 SHEETS-SHEET 4.

WITNESSES INYENTOR R. VARLEY. IGNITION APPARATUS AND SYSTEM AND METHOD OF SPARK CONTROL.

APPLICATION FILED DEC.23, I913.

Patented Aug. 10, 1915.-

5 SHEETSSHEET 5.

INVENTOR hecurrent wave occurs later in the revolu- IEICHARD VARLEY, OF ENGLEWOOD, NEW JERSEY.

IGNITION APPARATUS AND SYSTEM METHOD OF SPARK CONTROL.

Specification of Letters Patent. Patented Afug, 10, 1915.

Application filed December 23, 1913. Serial No. 808,378.

Toall whom it may concern Be it known that I, RICHARD VARLEY, a citizen of the United States of America, re siding at Englcwood, in. the county of Bergen and State of New Jersey, have invented new and useful Improvements in Ignition .Apparatus and Systems and Methods of Spark Control, of which the following is a full, clear, and exact description, reference beinghad to the accompanying drawings, which form part of this specification.

This invention relates to ignition' apparatus for use with internal combustion engines and more particularly to the generator or magneto electric machine and its associated mechanism. I

Generally, I prpvide new and improved means for adjusting the timer or interrupter and distributer devices with respect to the engine, and also means for adjustably maintaining the wave peak of the current from the armature of the generator in synchronous relationship with the interrupter and distributer.

' It is well understood that upon inauguration of the spark, burning or explosion of the gaseous charge in the cylinders of the engine does not immediately take place, the moment of ignition being dependent upon the character of the gas charge and degree or intensity of compression thereof; the de- "sirable moment, however, usually being at the point of greatest compression. Where, with given throttle conditions, it is desired to operate the engine at acertain speed, it is usual for the operator regarding the behavior of the engine, to so manipulate the spark control as 'to findthe most advantageous point or moment of ignition. Thus as the engine speed builds up the sparks must be produced more and more in advance of their previous position relative to the piston position so as to preserve this period of ignition; over-advance of the spark producing a characteristic pounding or knocking in the engine and lateness in the spark resulting in inefficiency or loss of power in operation and also in heating of the cylinders."

It is well understood that the current wave tosome extent lags behind the im pressed electromotive force or the peak of "on of the armature of the magneto or generator when the speed of rotation is high than when it is low; this armature lag'being due, as is'known, to different causes, such as inductance and armature reactance, and it is also well known that when the interrupter mechanism is advanced as the speed of the engine increases, responsive acceleration in.

travel of the armature causes the peripheral velocity thereof to shift the lines of magnetic flux in the direction of armature rotation, with the result that the current wave peak assumes an added delay phase with respect to the interrupter mechanism on accoupt of the retardation of the voltage wave pea r.

Inasmuch that in order to produce an effective spark the interrupter contacts should operate to form the spark at a suitable point in the current wave, it follows that to permit of adjustment of the moment of ignition, for all speeds of the engine, the current phases of the generator must be correspondingly controlled. This hasxlong been sought to be accomplished by mounting the armature in a rotatively adjustable manner for the purpose of advancing it, so that upon increase in speed of the armature, attending shifting of the alternating current wave brings the current wave peak into substan tial synchronism with the interrupter. However, in such construction, the interrupter and distributor mechanism is so associated with the armature of the generator that the range of angular adjustable movement of the armature can not exceed or vary from that of the interrupter and distributor, so that it is impossible to shift the armature with a View to synchronizing the current wave peak and interrupter after the latter has been adjusted to full advance position; the current wave shifting to an ineflective position in a direction opposite to that of advance movement of the interrupter mechanism.

. By my invention, upon adjustment of the interrupter mechanism to efi'ect explosion of the charge at the proper or most favorable time, whether the engine is running at reduced-or advanced speed, the current wave peak is thereby always brought into substantial coincidence with the time of operation of the interrupter and distributer, resulting in desired synchronizing of the current wave peak and interrupter'and distributer with the desired period of inaguration of the spark, regardless of the degree of shifting of the armature necessary to obtain such coincidence. For instance, where the interrupter mechanism is advanced with the usual, but not always, attending increase in armature speed responsive to which would .be an increase of voltage, a forward shifting of the voltage peak and an increase of the angle of the lag. of the current behind the voltage, the latter resulting from increase of current strength, to a degree greater than the possible angular advance movement of the interrupter, nevertheless, the current wave peak is brought or restored to normal, or is substantially coincidental with that of operation of the interrupter adjusted to produce the spark at a period of time properly related to the moment o ignition.

I will now describe my invention so that others skilled in the art to which it appertains may understand and construct the same, I it being premised, however, that changes may be made in the construction shown and described, within the scope of the appended claims.

Figure 1 is a side elevational view of ignition apparatus involving my invention; Fig. 2 is a top plan view of the same, partly broken away; Fig. 3 is an enlarged transverse sectional-elevational view taken on the line 3-3 of Fig. 1; Fig. 4: is an enlarged fragmentary view of the apparatus but showing the interrupter cam and associated contact mechanism removed; Fig. 5 is a longitudinal sectional view showing means for adjusting the armature of the generator and interrupter and distributer mechanism; Fig. 6 is a diagrammatic view illustrating the principle of my invention; and Fig. 7 is a similar view showing modified manner of adjusting the interrupter and distributer elements.

In connection with the ignition system shown in Figs. 6 and 7, I have shown an im proved form of transformer which forms subject matter of Letters Patent 1081413, issued to me on December 16, 1913 and a detailed description of which, in this specificawound and provided with slip rings and collector brushes for the purpose of taking off alternating current; employment of a drum wound armature, as incident to its use in a combined lighting and ignition generator in autovehicle equipment producing an advantageous wave form of voltage. My invention therefore, may be used to great advantage with machines having drum wound armatures, although it will be understood that I do not limit myself to such use; it being apparent that I may embody the invention in or apply it to the regular ignition magneto having an H-armature.

Referring to Figs. 1, 2, 3 and 4c, the reference numeral 2 indicates an electric generator adapted to energize an ignition circuit, such as indicated in Fig. 6, in which view the armature 3 of the generator is shown. The armature has a shaft 4, as shown in Figs. at and 5, that is spirally milled or cut away as at 5. Driving of the shaft 1 for rotation of the armature is effected from a shaft '6 by means of a coupling sleeve 7; power to the shaft 6 being transmitted from the engine in a well known manner. The spirally mill-ed portion of the armature shaft fits into a complementary broached or spiral bore in one end of the sleeve which latter is longitudinally shiftable along and rotates with theshaft 6, as by being fitted to the square-finished end 8 of the shaft. The length of the sleeve 7 is such as to permit of shifting thereof on the square end of the shaft (3 the full length of the spiraled portion of the armature shaft, which shifting may be effected, as shown in Figs. 1 and 2, by means of a yoke 9 carried by a slide bar 10 mounted along one side of the generator frame and provided with an operating lever 11. As shown in Fig. 5 the armature shaft may have a reduced stub portion 1 fitting in a bore in the shaft 6, for the purpose of preserving alinement of the shafts and thereby preventing any tendency to deflection of the. armature shaft and binding of the sleeve 7 against free movement along the shaft 6.

Formed on or carried by the sleeve 7 is a. spiral gear 12 meshing with which is a spiral gear 13 mounted to operate the usual interrupter or timer and distributer mechanism, the former mechanism comprising, as clearly shown in Fig. 3, essentially av fixed contact member 14, a movable contact lever 15 and an actuating cam 16, that, being fixed to the shaft 17 of the gear 13, is adapted to be driven in synchronism with the engine. The distributer apparatus 18 is arranged to be operated in unison with the interrupter mechanism, asthrough beveled gears 1!) and 20; the gear 19 being carried by the gear 13 or its shaft and the gear 20, as shown in Fig. 6, directly driving the revoluble distributer arm 21. and 4-, the gear 12 is of such width that the sleeve 7 may be shifted backward and forward without bringing the said gear out of mesh with the gear 13.

The direction of the spiral of the milled portion 5 of the armature shaft (see Figs. 4 and 5) is made such that when the sleeve 7 is shifted toward the armature the shaft 4 thereof will be rotated relatively to the* shaft 6, in the normal or same direction of As shown in Figs. 1, 2

rotation and also the direction of the spiral of the teeth of the gears 12 and 13 is such that when the sleeve 7 is advanced toward the armature the teeth'of the gear 12 set up cam action on the meshing teeth of the gear 13 with the result that the latter gear is rotated relatively to the .sliaft'G and in such direction as to advance the actuating cam of the interrupter mechanism, as clearly shown in Fig. 3. Of course, the return movement of the sleeve sets up a reverse action on the shaft 4.- (see Fig. 4) and the gear 13; the armature and interrupted cam being thereby rotatively retarded relatively to the movement of the shaft (5.

It thus will be seen that upon forward shifting of the sleeve 7 toward the armature, the interrupter mechanism will be accordingly advanced, likewise the armature of the generator is advanced so that the current wave will be pre-formed in such manner as to bring its peak slightly but not inelfectively away from the point of opening of the interrupter. Vith increase in or acceleration of the speed of the engine, the generator armatureis driven at increased speed, causing thereby such shifting of the current wave peak from the generator as results in movement of the current wave peak to normal, 2'. e., restoration to a position substantially coincident with the period of operation of the interrupter. Upon further advance of the sleeve 7 the above conditions are repeated; the range of movement of the interrupter mechanism being that of the usual apparatus.

The lead of the spiral of the armature shaft and the gear teeth may vary according to conditions. Thus where the desired angular degree of shifting of the armature would not in any case exceed that of the interrupter cam in its adjustment for spark control, the leads may be such as to maintain substantial uniformity of travel between these two elements, or they may be such that the current wave peak takes a predetermined point. when the interrupter contacts separate at slow speed of the engine and a different point when they separate at an ada);

vanced speed. When the desired angular degree of adjustment of the armature would Q exceed that of the normal adjustable movement of the interrupter mechanism, the spiral lead of the armature, shaft would be more acute than that of the gears. If in the control of the spark at various speeds the angular cumulative movement of adjustability of the armature were to reach 80 degrees and the normal adjustable travel of the interrupter mechanism were 10 degrees, the lead of the spiral of the armature shaft would hear suchpropcfrtion to that of the gears as to cause proportional travel within the 10 degrees of the interrupter mechanism to the 80 degrees of travel of the armature.

regulate the spark with respect to the engine, the armature of the generator is al ways concomitantly proportionately adj ustably rotated so that the current wave peak is kept substantially coincident with the operation of the interrupter mechanism.

In Fig. 7 I show a modified form of connection between the armature and the interruptermechani'sm. The armature shaft is shown as having fixed to it a plain gear 12 meshing with which is a gear 13 that is arranged to operate the interrupter cam 16 and also drive the distributer arm 21 through the beveled gears 19 and 20. The ratio between the gears 12 and 13 is such as to cause normal commensurate operation of the interrupter and distributer devices. The timber contacts are mounted for rotative adjustment about the cam 16.

It will be seen that when the armature is adj ustably shifted by the sleeve member 7, the gear 12' will in turn shift the gear 13 and interrupter mechanism relatively to the the fact that the gear ratio is such as to cause synchronous operation of the cam with each rise of the current wave to maximum. If the range of angular adjustable movement imparted to the cam by the armature, through the gears 12 and 13. exceeds that of the normal possible range of adjustment of the interrupter, the casing or support 16" carrying the interrupter contact mechanism, (as well as the distributer casing, 18) upon shifting of the armature, may be so shifted relatively to and in the direction of rotation of the cam as to obtain substantial proportional moven1ent between the interrupter mechanism, distributer and armature. This proportionaladjustment may be automatically effected, as will be apparent without necessity of specific illustration, by connecting the casings 16 and 18 to the usual spark adjusting levers or mechanism for shifting the sleeve 7. Orinsteadof such proportional movement, the contact mechanism need not be shifted relatively to the interrupter cam until full advance position of the cam has been reached, in which case, upon further movement of the armature,

the said contacts may be shifted in unisonwith the cam, thereby preserving the point of inauguration of the spark but permitting the armature to be advanced to correct the effect of current wave shifting.

to shift to'a degree impotent to effective ignition.

While I have descr bed my invention as associated with apparatus in which the time of the voltage peak of the generator relative to the interrupter is varied by shifting of the armature, I do not desire to limit myself thereto as such movable element instead of constituting the armature, may be that of a movable field or equivalent member, such as adjustable pole pieces between the field and armature for the purpose of shifting the magnetic poles. Furthermore, while I have shown a particular form of shifting apparatus, and gear arrangement, it is obvious that they may also be varied, and that other changes may be made, all of which, it being understood, coming within the scope of the appended claims.

Having thus described my invention, what I claim and desire to secure by Letters Patent is:

1. In ignition apparatus for internal combustion engines, an electric generator having a positively driven revoluble member capable of adjustment for regulating the generator phases, shiftably adjustable ignition controlling mechanism, means for shifting the said member Within a range greater than the possible range of adj ustme nt of the controlling mechanism, and,means for adjustably shifting the controlling mechanism.

2.- In ignition apparatus for internal combustion engines, an electric generator having a positively driven revoluble member capable of adjustment for regulating the generator phases, shiftably adjustable ignition controlling mechanism, means for 'adjustably shifting the said member at one rate or progression relativelyto the engine, and means for shifting the controlling mechanism at a different progressive rate.

3. In ignition apparatus for internal combustion engines, an electric generator having a revoluble armature, shiftably adjustable ignition controlling mechanism, means for rotatively adjusting the armature for regulating the current phases thereof,-at a predetermined rate of progression, and means for shifting the controlling mechanism at a difierent rate.

4. In ignition apparatus for internal combustion engines, an electric generator having it revoluble armature, shiftably adjustable ignition controlling mechanism, means for rotatively adjusting the armature for regulating the current phases thereof and to an angular degree greater than the degree of adjustable movement of the controlling mechanism, and means for so adjusting the controlling mechanism as to maintain substantial synchronism between the controlling mechanism and the current phases.

5. In ignition apparatus for internal combustion engines, an electricgenerator having a revoluble armature, shiftably adjustable ignition controlling mechanism, means for rotatively adjusting the. armature for regulating the current phases thereof, at a predetermined rate of progression, and common means for actuating the controlling shaft for rotatively-shifting the armature relatively to the movement of the shaft, for regulating the current phases thereof, and means for shiftably adjusting the controlling mechanism at a rate of progress different from that of the rotative regulative movement of the armature.

7. In ignition apparatus for internal combustion engines, an electric generator having a revoluble armature, a shaft for transmitting power from the engine to the armature, ignition controlling mechanism adapted to be driven by said shaft and capable of spark adjustment, means associated with said shaft for rotatively shifting the armature relatively to the movement of the shaft, for .regulating the current phases thereof, and means for shiftably adjusting the controlling mechanism at a proportional rate of progress different from that of the rotative regulative movement of the armature.

8. In ignition apparatus for internal combustion engines, an electric generator having a revoluble armature, a shaft for transmit: ting power from the engine to the armature, ignition controlling mechanism capable of spark adjustment, connections between the shaft and controlling mechanism for operation of the latter, means associated with said shaft for rotatively shifting the armature relatively to the movement of the shaft, for controlling the current phases thereof, and means, comprising said connections between the power shaft and controlling mechanism, for adjusting the latter mechanism.

9. In ignition apparatus for internal combustion engines, an electric generator having a revoluble armature, a shaft for transmitting power from the engine to the armature, ignition controlling mechanism capable of spark adjustment, gearing whereby the said shaft may ope ate the controlling mechanism, means associated with said shaft for rotatively shifting the armature relatively to the movement of the shaft, for controlling the current phases thereof, and means comprising said gearing, for adjusting the controlling mechanism.

. 10. In ignition apparatus for internal 5 ter mechanism, means for adjustably shifting the said member at one rate of progression, and means for shifting the controlling and distributer mechanism at a different rate of-movement.

11. In ignition apparatus for internal combustion engines, an electric generator having a revoluble armature, ishiftably adjustable ignition controlling and dlstributer mechanism, means for rotatively ad usting 15 the armature for regulating the current phases thereof, at a predetermined rate of progression, and means for shifting the controlling and distributor mechanism at a differential rate of movement.

12. In ignition apparatus for internal combustion engines, an electric generator aving a revoluble armature, ignition controlling and distributer mechanism adapted to be driven by said shaft and capable of i' 5 spark adjustment, means associated with said shaft for rotatively' shifting the armature relatively to the movement of the shaft, for controlling the current phases thereof, and means for shiftably adjusting the controlling and distributer mechanism at a proportional rate of progress different from that of the rotative adjustable movement of nthe armature.

13. In ignition apparatus for internal combustion engines, an electric generator having a revoluble armature, a shaft for transmitting power from the engine to the armature, ignition controlling and distrib uter mechanism capable of spark adjustment, gearing whereby the said shaft may operate the controlling and distributor mechanism, means associated with said shaft for rotatively shifting the armature relatively to the movement of the shaft, and

means, comprising said gearing, for adjusting the controlling mechanism.

14. In ignition apparatus for internal combustion engines, an electric generator having a member capable of adjustment for regulating the generator phases, means for adjustably shifting the said member, shiftable ignition controlling and distributer mechanism including a contact actuating device movable upon adjustment of the said generator member, and means for also efi'ecting shifting of the controlling and distributer mechanism.

15.;In ignition apparatus for internal .combustion engines, a shaft driven by the -engine. an ignition generator, a variable connection between the shaft and generator, ignition controlling mechanism, and a variable connection between the shaft and the controlling mechanism.

16. In ignition apparatus for internal combustion engines, a shaft driven by the 18. In ignition apparatus for internal combustion engines, a shaft driven by the engine, an ignition generator, a variable driving connection between the shaft and generator, ignition controlling and distributer mechanism, and a variable actuating connection between the shaft and the said mechanism and operatively associated with the variable driving connection.

19. In ignition apparatus for internal combustion engines, a generator having an armature, a shaft therefor, having. a spiral cam surface, a driving connection between the engine and the shaft and adapted to cooperate with the spiral cam surface for effecting rotative adjustment of the armature, ignition controlling mechanism, and a longitudinally shiftable gear associated with the shaft and adapted to actuate the controlling mechanism.

20. In ignition apparatus for internal combustion engines, a generator having an armature, a shaft therefor having a spiraled surface, a shiftable driving connection between the engine and the shaft and adapted to cooperate with the spiraled surface for effecting rotative adjustment of the armature, ignition controlling mechanism, and a gear carried by said driving connection and associated with the shaft and adapted to actuate and effect spark adjustment of the controlling mechanism.

21. In ignition apparatus for internal combustion engines, a generator having an armature, a shaft therefor having a spiral cam surface, a shiftable driving connection between the engine and the shaft and adapted to cooperate with the spiral cam surface for effecting rotative adjustment-of the armature, ignition controlllng and d1str1butermechanism, and a gear carried by said drived to receive the helical portion of the shaft and shiftable over the spiral portion of the shaft to effect rotative adjustment of the armature.

23. In ignition apparatus for internal combustion engines, a generator having an armature, a shaft therefor, provided with a helical portion substantially square in crosssection, and means associated with said helical portion for effecting rotative adjustment of the armature.

24. In ignition apparatus for internal combustion engines, a generator having an armature, a shaft therefor having a sub stantially square helically directed portion, and a shiftable sleeve member associated with said helical portion for effecting ro- RICHARD VARLEY.

Witnesses:

M. A. KELLER, E. I. BARTH.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

